Aerodynamic hemisphere and socket motorcycle fairing

ABSTRACT

A motorcycle fairing comprised of plastic or composite material fabricated and assembled to form: a front, substantially hemisphere shaped fender or nacelle fairing section which substantially encloses the front wheel of the motorcycle and is affixed to the upper front fork assembly of the motorcycle allowing the front wheel to be turned laterally independent of the attitude of the main frame of the motorcycle; and a frame mounted fairing which intersects and substantially encompasses the hemispherical front wheel fender section within a matching hemispherical shaped socket located in the frontal portion of said frame mounted fairing, which fairing then extends rearward along, and substantially parallel to the main frame of the motorcycle, with both fairing sections together substantially enclosing the front wheel, headlight, engine, and engine of the motorcycle.

CROSS-REFERENCE TO RELATED APPLICATIONS

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STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

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REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTIINGCOMPACT DISC APPENDIX

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BACKGROUND OF THE INVENTION

1. Field of Invention

This invention relates to the field of motorcycle fairings, andspecifically a means of combining into this invention and improving uponthe superior aerodynamic efficiency, and subsequent increased fuelefficiency and performance characteristics attendant to the historicaldustbin fairing (substantially enclosing front wheel and fork assembly)design found on road racing motorcycles in Europe of the historicalperiod ranging from approximately 1953 to 1957 when said dustbin designswere relative common usage in competitive motorcycle road racing in,while incorporating the front wheel and fork lateral turning ability ofexisting fairing types legally suitable for operation upon public roads.

2. Background of the Invention

Existing motorcycle fairings are designed to decrease the negativeeffects of aerodynamic drag upon the motorcycle and rider, therebyincreasing, speed, efficiency, and/or rider comfort. However, allexisting fairing types (prior art) suitable for public ‘road legal’ useare only marginally effective in achieving these goals owing tocompromises made in aerodynamic efficiency, in order to accommodateturning of the motorcycle. As the purpose of the new invention is todramatically overcome the aerodynamic limitations of existing fairings,but in a design also suitable for practical, everyday use—it isnecessary to first describe the types of prior art in existence. Thesefairing types mostly fall into two general categories, both of whichencompass motorcycles designed for use on hard, smooth, street or tracksurfaces. The first general category will be identified as ‘road legal’,and which will contain motorcycle frontal fairings designed for legaluse on public roads. The second general category will be identified as‘specialty fairings,’ and will describe motorcycle fairings designed forcompetitive sport racing; speed record attempts; and fuel, efficiency,and general research testing. A third type of fairing has been proposedby this inventor, in patent application Ser. No. 11/653,452 filing dateJan. 16, 2007, which is an alteration of elements of the first twotypes, but which is not in substantial use as of the date of thisspecification. Therefore the following discussion will most emphasizethe first two fairing category types noted above, with a discussion ofthis third type to follow.

Beginning with the road legal category of motorcycle fairings, the typesof frontal fairing found on motorcycles designed for legal use on publicroads can be generally described as belonging to one of two types,dependant upon the location of the points of attachment used to securethe fairing to the motorcycle. These two attachment-point describedtypes of categories can be described as either: in the firstinstance—the fork-mounted type; and in the second instance—the framemounted type. In regard to second type, the frame mounted type has beencommon in the post World War II period, and the fork mounted type ismost probably nearly as old as the existence of the motorcycle itself,having been a natural evolution from the first rudimentary motorcyclewindshields developed early in the twentieth century.

In the fork-mounted type, the fairing is generally less expensive, moresimple, smaller, and most notably—the fairing is attached to the frontforks, and/or handlebar in a rigid fashion, as such as when themotorcycle operator executes a turn by rotation of the handlebar, thistype of fairing turns laterally in concert with the front forks,handlebar, and front wheel assembly; and independently of the main frameof the motorcycle comprising the engine, drive assembly, rear wheel,fuel tank, etc. Although the fork-mounted type does provide somemarginal degree of wind protection for the rider, the overall value ofthe fork-mounted fairing is negligible in terms of decreasingaerodynamic drag, and thus increasing efficiency and performance.Because the fork-mounted fairing is not affixed in the forward-mostposition on the motorcycle, but rather is located above and behind theexposed front wheel, brake(s), fender, headlight, and fork tubes—whichtogether comprise the actual leading edge of the motorcycle into theoncoming air stream—the oncoming airflow encountered by the fork-mountedfairing is already turbulent, ‘rough’ air. Therefore any opportunity toestablish a smooth, or laminar flow of air around such a relativelyrearward mounted type of fairing are lost. Further,as the distancebetween the rear portion of the fork-mounted fairing and the upper torsoand head of the rider is a relatively large one—the resultant gap leadsto yet more turbulent air which not only reduces the efficiency andperformance of the motorcycle, but also increases the buffeting, noise,and general discomfort experienced by the rider.

The second general type of fairing used on road legal motorcycles—theframe-mounted fairing, is attached rigidly to the main frame of themotorcycle, and thus when the motorcycle operator executes a turn byrotation of the handlebar, the fairing does not turn laterally with thefront forks, handlebar, and front wheel assembly. As in the fork-mountedtype described above—the principal functions of the frame mountedfairing are to decrease the aerodynamic drag and its effects upon themotorcycle and the rider/operator, thus increasing the performance andefficiency of the motorcycle, while also increasing the wind and weatherprotection for the rider.

Unlike the handlebar-mounted type fairing which is mounted above andsomewhat behind the leading edge of the front wheel—the frame-mountedtype, although also located above and behind the leading edge of thefront wheel—the frame mounted type additionally encloses some of thelower portions of the main frame of the motorcycle, often including theengine, transmission, and portions of the engine air intake and exhaustcomponents.

However, like the handle-bar mounted type, the frame mounted type alsodoes not enclose the aerodynamic leading edge of the front wheel, forks,and brake assembly which encounter the oncoming headwind. Nor doeseither of these types cover more than a very small fraction (if any atall) of the area of the total lateral diameter of the front wheel andtire assembly, This lateral area being the total circular area of thecombined front wheel assembly visible when said assembly is viewed fromeither side of the motorcycle.

Although in most cases a fender (also known as a mud-guard) does cover aportion of the exterior circumference of the front wheel and tireassembly, the portion of the total lateral area of front wheel and tireassembly that is covered by the fender is marginal (if any at all), andif any aerodynamic drag reduction does result from the shape of thefender, it is generally incidental to the intended primary function anddesign of the front fender which is to protect the motorcycle enginecomponents, and rider from foreign objects and water propelled upward asthe result of the rotating front tire's interface and contact with theroad surface, and foreign object thereupon. Although in a few instancesof road legal motorcycles, some fenders or mud-guards have been designedwith some very small degree of aerodynamic efficiency in mind, in nocase are the fenders an integral part of the fairing itself, but rathera completely separate part or component.

Although generally covering a larger area of the motorcycle, than thefork-mounted type; as the frame-mounted type of fairing does not extendto, nor cover the front wheel, brake, fender, and fork assembly—thusleaving these latter components again to act as the leading edge of themotorcycle into the oncoming air stream. Therefore although theframe-mounted type of fairing may provide a somewhat decreased level ofaerodynamic drag when compared with the fork-mounted type, or themotorcycle sans any fairing—like the fork-mounted type—the rearwardleading edge of the frame-mounted type again results in the airstreamthat encounters the fairing to be a turbulent, rough airflow that againmakes smooth or laminar airflow over the fairing virtually impossible.Although it is true that the frame-mounted type does generally providebetter aerodynamic drag reduction as compared to a fork-mounted type, ormotorcycle without any fairing at all—it is still only a marginallyefficient aerodynamic shape due to the fact that the leading edge of theentire vehicle is comprised of the rough and irregular shapes and edgesof the front wheel, brake, fender, and fork assembly. In terms ofaerodynamic efficiency then, the shape of the leading edge of anyairfoil is critical—thus the rough and irregular shapes of the leadingedges of the motorcycle, cannot be efficiently overcome to any largedegree, no matter how smooth the frame-mounted fairing exists over themedial and posterior parts of the motorcycle. In other words, the frontwheel, brake, fender, and fork assembly of a motorcycle must be whollyor substantially enclosed to attain the most of aerodynamic dragreduction benefits.

The frame-mounted type fairing is also further designed to allow for theflow of the oncoming airflow to contact the engine fluid cooling units,in the form of both the coolant radiator, and/or the engine oil cooler,at an angle of attack which is directly perpendicular to the directionof travel of the motorcycle and the resulting oncoming airflow. Althoughthis does allow for maximum cooling efficiency of the radiator and/orengine cooler, it also dramatically the aerodynamic drag effect upon thevehicle, thus reducing overall efficiency and performance. An analogousexample in nature which approximates the frame-mounted fairing would bethe salmon. If one envisions a healthy salmon traveling up a river intothe current, one can easily appreciate the smooth, efficient sleekdesign of the body of the fish. If one were to then imagine the salmonswimming up the same stream into the same current—but now with its mouthwide open—one can appreciate both the effect upon the progress of thefish (or the similar shape of a motorcycle equipped with a frame mountedfairing), when the very efficient latter portion of the body of the fish(or said motorcycle), is largely negated by the blunt open mouth.

Turning to the Specialty category of motorcycle fairings as opposed tothe road legal types described above—these special types of fairing canbe differentiated and categorized into two basic types, with thedeterminate criteria not being the method of attachment (as is the casewith the road legal type) but rather by the degree or amount of themotorcycle which is either partially or fully enclosed by the respectivefairing type.

The first of these two types is commonly known as the streamlined, orfully enclosed type. This type of fairing usually is constructed as asingle fully enclosed body, which resembles, and is constructedsimilarly to that of a modern low drag/high speed aircraft fuselage. Inthis type, the outer surface or skin of the fairing is generallycylindrical in shape, with only small openings at the front and rearwheel locations of the motorcycle to allow for minimal, verticalprotrusion of the front and rear wheels to a distance minimallysufficient for clearance of the lower main body of the fairing from theground surface. Additionally, small holes or openings may exist forengine cooling, intake, or exhaust functions. A small aircraft styleenclosed canopy, or aerodynamically designed open-topped windscreen isusually also incorporated into the fairing's upper surface, to allow theoperator a visual portal to control the vehicle, while also minimizingfrontal surface area. This type of fairing is used almost exclusivelyfor competitive speed record attempts, wherein the vehicle is notrequired to make any significant turns, but rather travel only in astraight line, at the highest possible speed. As the design of this typeof fairing is designed for maximum aerodynamic reduction, but is notconcerned with the turning necessary of practical everydaytransportation, it can be, and is made as narrow as possible, with therider being fully enclosed within the fairing after entering the vehiclethrough a door or moveable panel, which is located on the top or side ofthe fairing. Therefore although this type of fairing is truly veryaerodynamically efficient, the inability of the front wheel to turnlaterally, to any practical degree, combined with the inability of therider to extend his legs and feet outside the vehicle when coming to afull stop—render this type of fairing essentially useless for publicroad or practical use.

The second of these special fairings, is commonly known as the dustbinfairing. The name of which traces its origin to the decade of the1950's, wherein the fairing's appearance (when viewed from the side),strongly resembled the shape of the common dustbin with handle, useddomestically as a household tool in conjunction with the common broom,to remove floor sweepings. The most apparent, and definingcharacteristic of the dustbin style fairing, it the shape of the frontof the fairing, which substantially encloses the front wheel and tireassembly, with the fairing attached. This type of fairing was used fromapproximately 1953 until 1956 in closed course motorcycle road racing,principally in Europe, and most notably in Grand Prix motorcycle racingcircuit, until the dustbin was banned in European competition by thesanctioning body of those events. In addition to the substantialenclosure of the front wheel and tire assembly, the dustbin fairing wasattached to the motorcycle by attachment points located on the mainframe of the motorcycle, and protruded forward from the main frame toenclose most of said front forks, wheel and tire assembly. As such thedustbin fairing was not directly attached to the front forks orhandlebars of the motorcycle, but rather frame mounted in the samefashion as the previously described road legal frame-mounted type.

Although this configuration allowed some lateral turning of the frontforks and wheel and tire assembly by laterally rotating the handlebar,such turning was limited to only a few degrees of rotation to either theleft or right, as the enclosed wheel and tire assembly, as well as thehandlebar and front forks, would come into almost immediate contact withthe interior of the sides of the frontal portion of the fairingencompassing the front wheel, which severely limited the ability for therider to execute any turn of more than a few degrees, thus rendering themotorcycle equipped with the fairing to be extremely difficult to usefor any purpose other than competitive road racing, and thusinconvenient and wholly unsuitable as a means of practicaltransportation. Further in an effort to provide these dustbin fairingswith this small degree of ability to turn, a large opening or hole wouldbe incorporated to allow the front wheel to turn laterally. Althoughthis did marginally allow for some ability to turn the motorcyclelaterally—the opening itself allowing such movement, was itself adeleterious to the dustbin design, as the opening greatly increased dragand turbulence on the under side of the fairing, as smooth, laminarairflow over the nose of the fairing became turbulent, rough air uponencountered the large gap found to either side of the front wheel,brake, fender, and fork assembly, on the bottom of the fairing.

A final characteristic of the dustbin fairing which is notable, was theeffect of cross winds upon the stability of a dustbin equippedmotorcycle, especially at high speed. As the dustbin fairing's surfacearea extended forward of that of the non-dustbin frame-mounted,fairing—the location of the center of pressure resulting from acrosswind blowing laterally from a perpendicular direction upon thedustbin fairing, would more forward, than that of the location of thecenter of pressure on a non-dustbin motorcycle fairing. However, becauseof the relatively light weight of the dustbin fairing in relation to thecombined weight of the motorcycle and rider, a the lateral aerodynamiccenter of pressure is moved forward, while the center of mass of thetotal weight of the vehicle did not move forward to a correspondingamount. Therefore the front of the dustbin fairing equipped motorcycle,was said by contemporaneous accounts to have had an increased tendencyto be turned away from the intended straight-line direction of travel,in a lateral fashion, in direct reaction to, and as a direct result ofthe crosswind imparting a moment of force upon the more forward located,lateral center of aerodynamic pressure found in the forward extendingdustbin type. This last characteristic resulted in the dustbin stylefairing being given a reputation, as least as far as historical accountsgo, as being harder to control in windy conditions than eithernon-dustbin style fairing equipped motorcycles, or motorcycles withoutany fairings. Thus from the historical reports from the decade of the1950', the dustbin type fairing was generally reported, and thus thoughtto be more dangerous to use in racing conditions in any type ofintemperate weather, which, was cited as a major contribution to itsexclusion from competitive motorcycle racing in Europe in 1957. However,the principal competing motorcycle manufacturers of the period, may havealso had additional, unrecorded reasons for the elimination of thedustbin fairing, owing to both production costs, and aestheticconsiderations.

The third general type of fairing which is currently the subject ofpatent application Ser. No. 11/653,452 and submitted by this inventor onJan. 16, 2007 is the Aerodynamic Articulated Motorcycle Fairing, whichas described in that patent application is a combination of, andimprovement upon some of the characteristics of both the frame and forkmounted fairing types. The purpose of that proposed invention, is tocombine the aerodynamic advantages of the dustbin style faring with theability to turn the front wheel as found on a conventional motorcycle.That invention is designed to achieve those ends by allowing the frontalfairing section enclosing the front wheel to turn independently of theframe mounted section by arranging the interface of the two fairingsections, and the frontal fairing rotation, to be arranged such a way asto be perpendicular to the axis of rotation of the front wheel and forkassembly.

BACKGROUND OF THE INVENTION—OBJECTS AND ADVANTAGES

The overall objectives of the invention described in this patent are toreduce the negative effects of aerodynamic drag upon the motorcycle andrider for the purpose of increasing the fuel efficiency and performanceof the motorcycle, while simultaneously increasing the comfort andsafety of the rider. More specifically, the objects and advantages ofthe present invention are to provide aerodynamic drag reduction superiorto that of the historical frame-mounted dustbin fairing, which enclosesthe front wheel and fork assembly, and also that of motorcycles withexisting frame-mounted fairings, by additionally improving theaerodynamic efficiency and safety over that of the historical dustbinfairing; while also providing the necessary and practical, lateralturning ability of motorcycles equipped either without any fairing, orwith only fork-mounted fairings; and additionally achieving these goalsto a degree superior to the fairing type which was submitted in patentapplication Ser. No. 11/653,452 by this inventor—by the followingobjects and advantages of the present invention:

To provide the superior aerodynamic leading surfaces attendant to theenclosure of the leading edge of the front wheel and fork assembly andhandlebar, by an aerodynamic, hemisphere shaped, frontal fairing sectionattached directly to the front fork assembly, with a frame mountedfairing shaped and extending forward to form a socket around the frontfork assembly and sides of the motorcycle, between the upper and lowerfrontal fairing sections without significant gap or spacing.

to provide the ability for the rider to execute a turn of the motorcycleto a degree found on any other road legal motorcycle, equipped with orwithout a fairing. By mounting the frontal fairing portion only to thefront fork assembly, and by positioning the above noted frame mountedfairing hemispherical, socket shaped interior edge to the opposinghemispherical shaped edges of the frontal fairing section, and byshaping these edges to be positioned in relation to the axis of rotationof the front fork assembly, to thus allow the frontal section—when therider rotates the handle bar laterally to execute a turn—to freelyrotate independently of the frame mounted fairing section within thesocket, and to return to then return to its original position with theframe mounted fairing socket section once the handle bar is returned toits original position, thereby allowing the rider to execute any turn,with full freedom of lateral rotation of the handlebars in eitherdirection.

and to further provide that ability to turn without the large lateralhole or opening found on the bottom of the historical dustbin fairinglocated to both sides of the front wheel, which is eliminated in thisinvention by the fairing section enclosing the front wheel, beingmounted only to the front fork assembly, thus turning in commonlaterally with the front fork and wheel assembly, thus allowing for veryclose lateral spacing between the front wheel and the fairing, whichagain results in a more aerodynamic and efficient surface.

to provide increased linear stability of the motorcycle from the effectsof crosswinds, by moving the center of mass of the motorcycle forward byutilizing the void created by the fairing enclosure above the frontwheel, to install auxiliary motorcycle components such as the battery,headlight, toolkit, radiator, and cooling fluid reservoir, thisalternately would have the effect of increased linear stability of themotorcycle in crosswind conditions by moving the lateral center of airpressure rearward in relation to the lateral center of mass, and thuscreating a weather vane effect, wherein the center of lateral airpressure, having moved further to the back of the motorcycle in relationto the center of mass, thus resulting in cross winds having a tendencyto push the rear of the motorcycle downwind from the front of themotorcycle, thus at least partially negating the effect of crosswindsupon the lateral direction of the front of the motorcycle,

to provide improved lateral stability and cornering adhesion of thefront tire, by moving the location of the auxiliary components notedabove, from the more customary rearward mounting locations to the moreforward area within the spatial void created there above the socketportion of the fairing approximately above the front hemisphere fairingand wheel.

to provide further increases in the aerodynamic efficiency of thefairing by incorporating the front turn signals into the surface andcontours of the fairing;

to provide superior wind and weather protection for the rider, andespecially for the rider's legs and lower body;

to provide reduction of wind buffeting and noise, by the superior smoothaerodynamic shape of the invention over the rough exposed surfacescreated by the many forward-located components not enclosed on othertypes of motorcycle fairing;

to provide increased front wheel traction and stability by increasingaerodynamic down forces upon the front wheel of the motorcycle.

to increase storage area by using that space under the seat that is mostcommonly used for items such as the battery and took kit from thattraditional location under the seat of the motorcycle, thereby creatingan additional storage space.

BRIEF SUMMARY OF THE INVENTION

A motorcycle fairing consisting of a fork mounted, hemisphere shapedfrontal section which together with a frame mounted fairing which formsan enclosing socket, combine to form a fairing substantially enclosingthe front wheel, front fork assembly, and engine of the motorcycle, thusproviding substantial aerodynamic protection for the rider along withthe aerodynamic advantages superior to the aerodynamically efficient,historical dustbin fairing. This is achieved by constructing ahemispherical front wheel fairing which substantially encloses the frontwheel, to be surrounded by a socket formed out of the frame mountedfairing, which is constructed to match and accommodate saidhemispherical shape, and for both hemisphere and socket fairings to bemounted in relation to one another, and the axis of rotation of thefront fork assembly, to allow lateral rotation of the front hemisphere,within the frame mounted portion, without binding. Finally by using thevoid created within the shape of the frame mounted fairing, locatedabove the front wheel, to relocate some of the motorcycle components,and thus allowing the center of mass of the motorcycle to move forward,distributing more weight upon the front wheel thus increasing control,safety, efficiency, and comfort for the rider.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1. on drawing 1/5 is a view of the prior art described in the textof the background of the invention as belonging to the category of roadlegal motorcycles; and is a perspective view example of a motorcyclewith a frame-mounted fairing type;

FIG. 2. is a perspective view example of a fork mounted fairing showingonly the fairing and the frontal portion of a motorcycle to which it isattached.

FIG. 3. on drawing 2/5 is side view of an example of the streamlinedtype as described in the text of the background of the invention as oneof two types belonging to the specialty category.

FIG. 4. is a side view of an example of the historical dustbin fairingas again described in the text of the background of the invention as thesecond type of fairing in the specialty category.

FIG. 5. on drawing 3/5 is a side view of a motorcycle with theembodiment of the invention. Specific items referenced by number on FIG.5-12 are as Follows:

-   1.—denotes the location of the hemisphere shaped front fairing    section, substantially inclosing the front wheel, and mounted to the    un-sprung portion of the front fork assembly.-   2.—the frame mounted fairing section which forms the socket around    the front fairing section, and substantially encloses the engine of    the motorcycle.-   3.—denotes the area of the frame mounted section and underlying    motorcycle frame shown in FIG. 11, that is shown in a    semi-transparent view in FIG. 12.-   4.—the locations where the frame mounted fairing affix same to the    motorcycle frame.-   5.—the locations at which the forward attachments of the frame    mounted fairing attach same to the main frame of the motorcycle    near, and just below the headstock of the motorcycle frame.-   6.—A cut away view of the main beam of the motorcycle frame as it is    located just behind the location of the headstock of the motorcycle    frame, FIG. 12.-   10.—Represents the fuel tank.

FIG. 6. is a perspective from above and slightly behind the motorcycle,and viewing parallel down the down the axis of rotation of the frontwheel and fork assembly, with the hemisphere shaped frontal fairingsection and fork assembly turned to the left. Numbers 1 and 2 representthe frontal fork mounted hemisphere section, and the frame mountedsection forming the socket respectively. Numbers 4 and 5 represent theframe mounted fairing connections to the main frame of the motorcycle.

FIG. 7. is again a perspective from above and slightly behind themotorcycle with the hemisphere shaped front fairing section and frontfork assembly in a straight ahead position. As in FIG. 6, the point ofview is looking approximately parallel down the axis of rotation of thefront fork assembly at the headstock of the motorcycle frame.

FIG. 8. is another view from a perspective from above and slightlybehind the motorcycle with the hemisphere shaped front fairing sectionand front fork assembly, turned to the right.

FIG. 9 on drawing 4/5 is an incomplete view of the motorcycle and theframe mounted fairing, number 2 from a perspective above and in front ofthe motorcycle, showing the general relationship of said section to themain portion of the motorcycle, behind the headstock of the motorcycleframe, and without the front fork assembly shown.

FIG. 10. is a more detailed view, principally of the interior of theside of the frame mounted fairing section from a perspective of aboveand slightly forward and to the right of said portion of the fairingsection showing the attachments, number 4, near the rear of the interiorof the side panel; and the attachments, number 5, which would be affixednear the headstock on the frame of the motorcycle.

FIG. 11. is a frontal view of the motorcycle demonstrating theapproximate positioning of the hemisphere shaped frontal fairingsection, within the socket formed by the frame mounted fairing sectionwhich partially envelopes the frontal section within a curved shaping,or cutout of the frame mounted section fabricated to mirror the shape ofthe front hemispherical section. Number 3 emphasizes the area of innerconnections as shown in below FIG. 11, in FIG. 12.

FIG. 12. is an internal view of the left front portion of the area asemphasized on the front view of the motorcycle and the invention asnumber 3, FIG. 11., of that portion of the main spar of the motorcycleframe approximately just behind the location of the headstock of themotorcycle frame, labeled as 6.

FIG. 13. is the type of bolt, known as the button head type, which alongwith a self-locking type threaded nut, is to be used in this embodimentof the invention to connect the hemisphere shaped front fairing sectionto the fork clamp brackets in FIG. 14, which in turn clamp directly ontothe un-sprung upper portion of the front fork tubes; and at the framemounted fairing section to connect the frame mounted fairing section tothe attachments numbered 4 and 5, connecting the frame mounted fairingto the main motorcycle frame.

FIG. 14, shows a view of the brackets to be used in this embodiment,with the brackets to be curved to conform to the interior surface of thefront hemisphere shaped fairing section.

FIG. 15, represents a transparent side view of both the hemisphereshaped frontal fairing section, number 1; and the frame mounted framemounted section, number 2, which forms the socket portion around thehemisphere shaped frontal section. Also shown are the mounting bracketsshown in FIG. 14. as attached to the un-sprung portion of the front forktubes, and the potions of the main frame and headstock of the motorcyclein relation to the frame mounted portion of the fairing.

DESCRIPTION OF THE PREFERRED EMBODIMENT

For the purpose of understanding and promoting the principles of theinvention reference will be made to the embodiment illustrated in FIGS.5 through 12 which appear on drawing pages 3/5 , and 4/5, and specificterms will be used to describe same. It should also be understood thatno limitation on the scope of the invention is hereby intended by thesedrawings of the preferred embodiment in regard to the principles of theinvention, as other alternative embodiments not shown in said drawingsare possible and shall be indicated at the salient points in thisdescription. None of the drawings as represented in FIGS. 1 through 14are to an exact scale, as several of the views of the drawings are drawnfrom somewhat unusual perspectives in order to aid in a betterunderstanding of the principles of the invention.

To further aid in the understanding of the principles of the invention,FIGS. 1 through 4 on drawings 1/5 and 2/5 represent the four types ofmotorcycle fairing prior art as earlier described in the background ofthe invention. Particularly noteworthy are FIGS. 1 and 2 which showexamples of the frame-mounted fairing, and the fork-mounted fairingrespectively, and FIG. 4 which is a side view of the dustbin type offairing, historically used in racing in the 1950's. These existing priorart examples are relevant as the present invention shares functionalelements with of all three types.

Referring to the hemisphere shaped fairing section, number 1, as shownin FIGS. 5-8, 11, and 12 the fairing may be constructed of left andright side portions. Both left and right portions of the hemispherefairing itself can be molded out of an adequately rigid plastic materialor by means of various layering composite materials, using any one of anumber of fiber types in combination with epoxy or resin materials.However for the preferred embodiment, the hemisphere fairing section,number 1, FIGS. 5-8, 11, and 15, will be constructed out of combinationof glass fiber and resins layered to create left and right halves ofsaid hemisphere fairing. Likewise the frame mounted fairing socket asshown as 2 in FIGS. 5-9, 11, and 15, can be constructed in a similarmanner, using the same steps as listed below for the frontal hemispherefairing section. In regard to each portion of the above noted fairingsections, a separate plug must first be constructed to provide the shapeof the desired fairing section part, and subsequently a mold mustconstructed from same, to be used for the final construction of theportions making up each fairing section.

In other embodiments of the invention, an additional clear windscreen orshield could be formed by molding a sheet of adequately rigid,transparent plastic sheet material, and affixing same to the upperportion of the frame mounted fairing section, number 2. However, as suchan addition is more esthetic than functional, in this embodiment, saidclear windscreen shall be omitted, and that portion where saidwindscreen or shield would be located, shall simply be an elevatedportion of the top of the frame mounted fairing section, number 2.

To construct a template for each the fairing portion molds, a plug mustfirst be constructed for each by, in this embodiment, tracing ontoplywood sheets (although other sheet materials could also be used) theoutline of the various layers or stations of the horizontal crosssection of the proposed shape of each of the fairing section portions,and then by cutting out same to form horizontal plywood stations.Repeating the process by tracing out and cutting the desired verticalshape of the desired fairing section portions, a base plate or armatureis created, to which the afore mentioned horizontal stations can beattached at right angles. Once said horizontal stations are attached tothe base plate a ribbed template will result, but with gaps existingbetween the horizontal stations, parallel to one another once thehorizontal stations have been attached to the vertical base plate atright angles. These remaining gaps between the stations must be coveredover and filled in to create the skin or surface of the plug. Again,this can be accomplished in a number of ways, but for the preferredembodiment, a grid of wire screen is stretched over the plywood templateand stapled in place. This wire screen is then covered with anautomotive type body filler, normally used for auto body repair. Thismaterial can be troweled over the surface of the wire screen, and can berasped or grated to approximate the desired shape one the product, asthe product begins to harden as per the manufacturer's directions, oradditional body filler can be added as needed to achieve the shapedesired. Later additional grating, sanding, or polishing, or spotapplication of more filler where needed, can be done to perfect theexact shape desired.

When constructing the plug and subsequent final mold to be used to formthe desired fairing portion shapes, additional over-lapping tabs, orflanges should be designed into the edge of the fairing sectionportions, where same will meet other adjoining portion of the samefairing section, to facilitate the interconnection of the fairingsection portions to complete each fairing section. At these overlappingtabs or flanges, threaded bolts, FIG. 13, combined with self lockingnuts will attach the portions securely together to complete eachrespective section. These tabs or flanges should be slightly offset onone of the fairing sections, to a depth below the eventual externalsurface of the finished fairing section, to a depth of the thickness ofthe fairing section fiberglass material, or skin, to allow for theeventual combined joint between to fairing section panels to form asmooth external surface.

After completion of the plug, laying out and completion of the actualfairing section portion forms, and final completion of the fairingsection portions themselves, same will be affixed to the metalattachment points by use of the threaded large headed bolts as shown inFIG. 13, and threaded self locking nuts.

Referring now to FIG. 5, there is shown a side view of the completedfairing invention mounted upon a motorcycle. The number 1, located justto the right of the invention, denotes the fork mounted hemispherefairing section, also seen in FIGS. 5-8, 11, and 15., which is mountedupon and affixed to the front fork assembly and thus can turn in concertto the left or right as one unit, with the front fork and wheelassembly. Number 2 on FIGS. 5-8, 11, and 15, denotes the frame mountedfairing section which forms a socket, which in this embodiment isconstructed of fiberglass, although plastic or other composite materialscould also be used. FIG. 5, number 2, in general relation to the frontalhemispherical section, although not to an exact scale, and notrepresenting the actual spacing or gap between the hemisphere and socketfairing sections.

Item numbers 4 and 5 on FIG. 6-8, and 10 represent the approximatepoints of attachment for metal tubing posts connecting the frame mountedfairing to the frame of the motorcycle by means of the threaded bolts asshown in FIG. 13, combined with self-locking threaded nuts. The posts ofmetal tubing upon which the frame mounted fairing section are attachedto the main frame of the motorcycle, are formed by welding, stamping orforging, and would vary slightly in overall length, as their respectiveattachment points on the proximal, or motorcycle-frame end, would varyin length because of the need to have said fairing section attachmentslocated above and below one another to allow a more or less parallel andvertical position of the side of the frame mounted fairing socketsection, in relation to the midline, or direction of travel of themotorcycle.

FIG. 12, number 11. In other embodiments, the metal tubing attachmentscould also be affixed to the motorcycle frame by circular, square, orrectangular clamp. The upper, more frontal of these metal posts shown asnumber 5, is located upon the main beam or backbone of motorcycle framenear the headstock of the frame, and just under the customary locationof the fuel tank. The lower, frontal metal tubing post comprising thelower attachment also shown as number 5, would be of the sameconfiguration and affixed again by threaded nut and bolt to themotorcycle frame, upon in the embodiment, the lateral metal bracing ofthe frame which extends down and rearward to support and connect theengine of the motorcycle to the frame. At all points described andrepresented as numbers 4 and 5, the posts of metal tubing would have ansmooth metal disk welded, stamped or forged to the outer edge of thepost which would be of larger surface area that the cross section of thearea of the post itself, to provide a broader contact point for theinterior of the side of the frame mounted socket fairing section, andwhich would provide a larger contact surface area between said fairingsection surface and the connection posts of metal tubing.

FIGS. 5-9, 11, and 15, number 2 denotes the frame mounted fairing socketsection of the invention.

FIG. 12, number 6 shows the approximate location of the of the frame ofthe motorcycle immediately behind the headstock of the frame.

In FIGS. 5, and 9, number 10 represents the fuel tank in the position itis most usually found in most motorcycles, and is illustrated only forthe purpose of reference.

FIGS. 6-8 are not to scale, representations of the invention attached toa motorcycle and viewed from a perspective above, and somewhat behindthe motorcycle, in order to allow a view looking down, and parallel tothe axis of rotation of the front fork assembly, wheel, and frontalhemisphere fairing section.

Owing to the distortion of the invention represented by the abovedescribed perspective, number 5 on FIG. 6-8 is represented only by asingle illustration of the attachment, which in this embodiment is anabove described metal tubing post, and attached to the motorcycle frameon the proximal, or frame end of the post, by a threaded bolt and selflocking nut, and attached to the interior of the frame mounted socketfairing section at the distal, or fairing end of the attachment post ofmetal tubing.

FIG. 6-8 also show the dynamic relationship between the frame mountedsocket fairing section and the fork mounted hemisphere fairing sectionand front fork assembly, as the front fork assembly, front wheel, andfork mounted upper and lower fairing sections are shown turned to theleft, center, and right, respectively.

FIG. 9. is a view from above and forward of the motorcycle, of therelative relationship of the rearward portion of the frame mountedfairing socket section to the motorcycle, but without showing the frontfork assembly, wheel, or front hemisphere fairing section, or the actualsocket portion of the frame mounted fairing. In addition emphasis uponinterior the left portion of same is shown below in FIG. 10.

FIG. 10 is again a viewpoint above and forward of the side the rearportion of the fairing socket section, with numbers 4 and 5 denoting theapproximate locations of the metal post attachments in this embodiment.

FIG. 15 is a transparent side view of the motorcycle, with the frontforks shown in relation to the invention and the headstock of themotorcycle, as viewed through the frame mounted socket portion of thefairing, number 2. The front forks, are shown in their position parallelwith the semi-vertical position of the headstock of the frame of themotorcycle, and together with same, represent the approximate angle ofthe axis of rotation for the front fork assembly, front wheel, and frontfork mounted hemisphere fairing section, number 1. Also shown is theposition of the circular compression clamps with curved brackets withinfront hemisphere section number 1, which affix said front hemispherefairing section to directly to the un-sprung portion of the upper,external surface of the fork tubes as shown. With the front hemispherefairing section being attached to the curved brackets by use of threadedbolts as shown in FIG. 13, in combination with self locking threadednuts, positioned through holes in both said bracket and fairing section,predrilled to intersect with one another for proper positioning of saidhemisphere fairing section.

1. a motorcycle fairing comprising a hemisphere shaped, front fairingsection attached to the front fork assembly and extending horizontallyat the widest point to a width substantially that of the motorcycleengine, and extending vertically from a point approximate to the centerof the front wheel, up to a point just above the top of the front wheeland substantially enclosing the front wheel assembly, and a separateframe mounted fairing section or portion forming a socket substantiallyenclosing the fork mounted, hemisphere shaped, front fairing sectionand, to the rear of that socket, further substantially enclosing theengine of the motorcycle, and thereby substantially enclosing in asingle airfoil, without substantial gap or void between the fairingsections, the front wheel, fork assembly, and engine of the motorcycle,with full lateral rotation of the front hemisphere section and wheel,within the frame mounted socket section, independent of said framemounted fairing section.